Brake control means



c. c. FARMER- BRAKE CQN'I'ROL MEANS Filed may :51, 1940 April 14, 1942.

3 shebts sheet 1 Q wwu J34 @B Q Q a8 8 INVENTOR CLYDE C. FARMER /67714144 ATTORNEY c. c. FARMER BRAKE CONTROL MEANS Filed May 31, 1940 s Sheets-Sheet 2 3 5w wowogwm INVENTOR CLYDE C. FARMER i 8! v mv ATTORNEY Patented Apr. 14, 1942 UNITE D STATES PATENT. E-.

BRAKE, CONTROL MEANS .5

Clyde C. Farmer, Pittsburgh, 2a.; assignor' 'to The Westinghouse Air Brake"-Company,'Wil-"': merding, Pa; a corporation of Pennsylvania Application May 31, 1940, Serial No. 337,983 r a 24 Claims This invention relatesto fluid pressure brakes: and more particularly to fluid pressurepbrakev equipment for railway vehicles. 1

Some types. of locomotives now in service are Y equipped with brake control equipment of the type in which steam is used for independent control of'the locomotive brakes, However, many. of w these locomotives are not equipped fonproperly controlling either passenger or freight cars'provided with pneumatically controlledbrake equip-:.

ments which operateon the well known-automatic-principal; and they also further have no. automaticcontrol for steam brakes on the 1000- motive;

In order that locomotives so equippedmay be used to haul trains of passenger or freightjcarsx having automatic airbrake equipment, and to properly control the brakes on the locomotive and the cars throughout such a train, it will be apparent that some suitable mechanism must be employed for the proper automaticcontrol. of

both the locomotive steam brakesand the pneumatic car. brakes.-

Accordingly the principal object of the inven tion is to provide fluid pressure brake apparatus having. means for automatically controlling; jointly, the air brakes on a train of cars and the steam brake on a locomotive.

A further object is to provide novel independent control; of the steam brakes on the locomotive.

Another object of the invention is to provide an air pressure responsive brake control mech-=- anism which is operative to jointly-control air brake equipment on the carsof a trainand-a steam brake on the locomotive.

According to the invention these objects are attained by providing an automaticair brake apparatus on the locomotive which is adapted to control the automatic air brake equipment on the.

cars of a train, and which isalso adapted to control an air pressure responsive steam relay valve device to efiect the operation of the steam brakes on the locomotive.

In accordance with modifications of the prese ent invention the above objects may be attained by providing'an automatic airbrake apparatus which is illustrated by the accompanyingdrawe:

ings, wherein; 1

Fig. l is adiag-rammatictview partly in section of a brake apparatus embodying :one. form .of the invention.

Fig; 2 is a diagrammatic. view in section show ing the: connections established when .the.inde-..

pendent brake valve of the apparatus shown in Fig. l is in application position.)

- Fig-3 is a diagrammatic .view partly in section of a brake apparatus embodying. a modification of the invention.

Fig. 4 is a diagrammatic. view in section showing the connections established when the independent brake .valve of the apparatus shown in Fig, 3 is in application position.

Fig.5 is a" partial .view, partly in section,- of a brake apparatus embodying another modification,

of the invention.

--As shown in Fig. 1. of the drawingsthe brake equipment'comprises a main reservoir I, a main reservoir pipe 2, an engineer's automatic-brake valve device 3, a brake pipe 4 which may be connected in the'usual manner :to the car brakepipeextending-- throughout the length. of thetrain;

a brake controlling valve device. 5; an auxiliary reservoir 6, a, volume reservoir 1:,an independent brake valve device 8, a, relay valve. device 9; an

independent release valve.l0, and two locomotive steam brake cylinders-l I of the usual well known Consideringnow more. in detail the devices referred to above, themain reservoir I which is of usualconstruction is adapted to be suppliedwith fluid under :pressurein any suitable manner and-is connected'to the automatic brake valve device 3, by means of main reservoirpipe 2.

The engineersautomatic brake valve-device 3 may. be of the usual well known construction comprising acasing havinga rotary'valve chamber therein in which is mounted a rotary valve which .is operatedmby means-of ahandle 12 for causing eitheran .increase or a decrease in the pressure. .of fluid inthebrake pipe4 for efiecting either an application or a releaseof the-brakes on the cars throughout a train and the brakes on the locomotive.

The .brake controlling valve. device.5 may be i substantially .the same construction as the well known plain automatic triple valve device, and

is adapted to be controlled from the automatic brakevalve. device3. Since this type of valve device is so well known it maybe described as comprising a. casing..having. a piston chamber connected-to thefibrakepipe 4, through .a brake steam brakes and upon an increase in brake pipe 7 l pressure to effect a release of the locomotive brakes and to charge the auxiliary reservoir. 9

The independent brake valve device 8' is-of theextends a short distance inwardly beyond the surface of the wall of the cylinder 22 and thereby forms a stop for limiting the travel of the piston member 24 in its movement toward the right, as viewed in Fig. 1 of the drawings. Extending outwardly from the annular flange portion 45 are a number of spaced ribs 48 which at their ends are connected to a circular flange 49 to which is secured in any suitable manner the cap section 2|.

Clamped between cap section 2| and the flange 49' of the bracket section is a flexible diaphragm 50, having at one side a chamber 5| open to the atmosphere through the spaces beusual construction and comprisesa casing having a chamber in which there is mounted a rotary valve I'I adapted to be turned to the various brake operating positions by an operating handle I8 for effecting operation of the steam brakes on the locomotive. V

The independent release valve III for the purpose of illustration is shown as a car-discharge valve of the well known type used in train air signal systems shown and described in -Westinghouse Air Brake Company's Instruction Pamphlet No. 5061, dated March, 1939. In view I of this it may be briefly described as comprising a handle which when moved in either direction from a vertical position actuates a spring weighted valve, which when open is adapted to vent a pipe I4 to the atmosphere.-

The relay valve device 9, which is provided for controlling the application and release of the steam brakes on the locomotive during operation of the automatic brake valve device 3, comprises a body section I9, a. bracket section 26 and a cover section 2|. The body section I9 has formed therein a cylinder 22 containing a piston member 24. At the inner face of the piston member 24 there is a chamber 25 which is open to a chamber 26 of smaller diameter than chamber 25 which is open to the independent brake valve device 8 by way of a passage and pipe 21. The chamber 26 is bounded by the inner Wall of the body casing which wall is so arranged as to provide an annular flange 28 which extends into the chamber 25 so as to form a stop for the piston member 24 in its movement toward the left. i

The end wall 30 of the chamber 26 is provided with an annular boss or shoulder 3| which extends into chamber 26. Interposed between and operatively engaging the inner surface of the end wall and the inner face of the piston member 24 is a spring 32, which spring at alltimes-tends 1 to urge the piston member 24 to the position in which it is shown in Fig. 1 of the drawings.

The end wall 30 of the chamber 26 is provided with a passage 33 which extends through the boss 3| and leads from the chamber 26 to a chamber 34 which is open to a pipe 39 by way of a passage 40. This chamber 34 is provided with an open end which is normally closed by a closure cap 35 having screwthreaded engagement 7 with the body section of the casing. The passage 33 may be closed by a valve 36 which valve is adapted to seat on a valve seat 37 formed on one side of the end wall 30. Contained in chamber 34 is a spring 38 which is provided for urging the valve 36 into engagement with its seat 31.

The bracket section 20 is provided with an annular flange portion 45 which is secured to the tween the ribs 48 and at the other side a chamber'52 open to a pipe 53 by way of a passage 54.

The piston 24 is provided with a stem 55 which extends through a central opening in the piston and has screw-threaded connection with the piston, the stem being locked against accidental turning by a lock nut 56. One end of the stem terminates a short distance beyond the nut 56 and is adapted to operate the valve 36. The

other end of the stem extends from the piston member into the chamber 5| and is provided with a bore 59 which is open at one end for the reception of -a stem 51 formed integral with a diaphragm follower 58 which is contained in the chamber 5|, which follower 58 is in operative engagement with the diaphragm 50. The follower stem 51 is of less diameter than the bore 59 provided in the pistonstem 55 and the space between the follower stem 51 and wall of 4 the bore 59 is taken up by an asbestos filler piece or packing 60, or any other heat insulating material, for preventing excessive heat from being transmitted from the piston stem to the follower and thereby to the diaphragm. With the chamber 5| open to the atmosphere and the connection between the piston stem and the follower stem being heat insulated, the diaphragm 50 will-not be subjected to excessive heat.

The piston member 24 comprises two joined but spaced'pistons 62 grooved to receive piston chamber 64 which is normally connected to the atmosphere by way of port 12, cavity 1| and passage and pipe 13 as shown in Fig. 1.

OPERATION Charging of the equipment Assuming that the main reservoir I is charged with fluid under pressure, the equipment illustrated in Fig. 1 of the drawings will be charged as follows: d1In charging the equipment the operating hane will be placed in either release position or in running position as is usual. In either. ofthese release positions, fluid under pressure is supplied from the main reservoir I to the brake pipe 4, by way of main" reservoirpipe 2 and through the usual brake pipe charging ports and passages in the automatic brake valve device 3.

Fluid under pressure thus supplied flows from the brake pipe 4, through branch pipe I5 to the piston chamber of the brake controlling valve device 5, causing the usual operating mechanism of the valve device to be moved to release posi- I 2 of the automatic brake valve device 3.

the :volume re'serv'oir; 11'- andi consequently to" the "-i tion. :q-In this position the opera-tingm'echanism. of the'valve device'functionsin the usual manner to supply fluid.under pressurefrom the branch, I

pipe-J to the auxiliary reservoirB in the usual vvella,known manner; thus. charging the reservoir to the pressure normally carried in the brake pipe. With the operating mechanism in this position,- the usualexhaust cavity. in the slide valve; thereot connects'a pipet65 leading from the volume reservoir 1 to antexhaustpipe. 66

leading, from ,the control. valve device 5, thus connecting the volume. reservoir. to the .atmosphere. Since the passage 54 and connected pipe 53 is in constant open communication with the pipe65, the diaphragm chamber52 is also connected to the atmosphere. The pipe 14 leading to the independent release .valve is also connected to the atmosphere, by way ofv pipe 65.

Since the diaphragmchamber. 52 of the relay H valve device 9 is at atmospheric pressure, the pressure of the spring 32 contained in chamber 26 and acting on one side of the left hand piston 62, as, viewed in Fig. l, is suificientto maintain the piston member 24 and diaphragm 50 in the position in which. they are shownin Fig. l of the drawings... In this positionthe piston member 24 is in engagementwith the stopfl45 and the diaphragm 5! is flexed toward the right as shown.

With the piston and diaphragm assembly of the relay valve device 9 positioned as above described,.the chamber 25 at the inner face of the piston 62 at the left hand end of the piston member 24 is connected to the atmosphere, by

way of port H1 and cavity ll formed in the body i5 flows'therefrom through connected pipe 39 to the chamber 34 in the relay valve device 9 the pressure of which acts with the spring 36 to maintain the valve 36 closed.

With the rotary valve E8 of the independent brake valve in this position a cavity 16 therein connects the pipe 21 leadingfrom the chamber 26 of the relay valve device 9 to a pipe TI leading from the brake cylinders H. Therefore the brakecylinders H are connected to the atmosphere by way of pipe 71, cavity 16, pipe 21, passage 28, chambers 26 and 25, port H3, cavity "II and passage and pipe l2, so that the brakes are maintained released.

Automatic application of the brakes Upon a reduction of brake'pipe-pressure, effected in the usual manner by means of the automatic brake Valve device 3 and with the independent brake valve device 8 in release position as above described, the operating mechanism of the brake controlling valve device 5 operates in the usual well known manner to first :cut oif communication between pipes and 66 and to then. establish communication between the auxiliarylreservoir 6 and the pipe 65. With the latter communication "established. .fluid under p sure 2 9665. from. the auxiliary J reservoir 6 to connected pipe 14. which leads to the independent release ..valve All; "jandi connectedzndiaphragm; chamber-52.5 Fluid underapressurethus supplied 1 to the 1 chamber .52 causesithediaphragm .56; to

flex towardithe ;left and; through 5. the medium; of the; diaphragmfollower;- and ,follower stems and pistonystem, the;,p istons.member 2t ais moved towardtheleft againstithe;opposing.action of the spring 32, until the {end of the piston stem 55 engages, the valve;33. :When thepiston mem ber 24 reaches this -positio n, the innermost pis tonfring 63 at the left hand end of the piston member; will blank ,the portklfl thus cutting ofi communicatiomfrom chamber- 25 to:the,,at-,-.

mosphere', Withithe ,yfurth'er development of pressure,-- say.six;to sevenpounds, in the .dia-,

phragm :chamber 52, :the, diaphragm; and. piston assembly-will be caused to move further toward: the leftmoving the valve 36 .out of engagement withtits seat 3] against theopposing action :of

the .-spring,38.;; -;With valve-1,36 unseated, steam Y under pressure flows past -the unseated valve.

and through chamber 26 from chamber 34 to the locomotive steam brake cylinders H to effect an application of the brake, the communication from chamber 26 to the brake cylinders being established. through passage: and pipe 21, cavity 16 in therotary valve of theindependentbrake valve. device;and pipe .11.?

Whenthe steam'pres-sure in the brake -cylinders, HY. andiin the connected relay valve chamhers-26 and25 actingeonthe innermost orlefthandhfacei of the ,pistonimember 24 has been-- increased sufiicient --.to overcome-the pressure of air acting in. the, diaphragm chamber .52, the valve 36 will be moved to its seated position and through. the medium of the piston .stem 55 the piston member 24 anddiaphragmassemblywill 1 be shifted to the right .toits lap position by the 5 spring 36.. Withthe; piston member 24 and the diaphragm in lap position, the. piston member 24 maintains the port .lflnwhich leadsto the exhaust passage. and pip'e1.1 3 closed. The locomotive:

brakes; are thusheld applied to the attained degree. of brake cylinder ipressure.

It shouldbe mentioned at this time that the purpose of the volumereservoir I is'to limit the pressure which may the developedxin the diavphragm chamber, 52 ,andconsequently inv the locomotive brake cylindersa- ,l I during. an automatic application; of the brakes: It will be noted that the area of the diaphragm 50 differsgfrom that of the piston 62 at theleft hand end of the piston member; 24 so that .the desired relation of steam brake cylinder pressure in thecylinders II to the air pressure developed in the volume reservoir 1 and diaphragm chamber .52 may be obtained. Therefore. th locomotive braking force is controlled automatically according to the braking force; of the cars throughout the train. during automatic brake/operation. I

Although no car equipment is shown the usual air brake equipmentgon' the carsthroughout a train will ,operate ongthe well known automatic principle. With this in mind it will be obvious that the automatic brake valve device 3 will operate to control air brakes-on the cars throughout the train in the usual well known mannerv as well as the locomotive steam brakes Release ,aft er anautomatic application of the brakes If it is desiredto release the brakes on the locomotive and on -thecars-ofatrainafter an automatic application, the operating handle I2 of the automatic brake valve device 3 is turned to either release or running position. With the handle I2 turned to eitherv of. these positions, fluid under pressure from th main reservoir is supplied to the brake pipe causing the'operat-- ing mechanism of the brake controlling valve device 5 to move to release position. When this occurs the volume reservoir I, the pipe leading to the car discharge valve I0 and the connected diaphragm chamber 52 are vented to the atmosphere as hereinbefore described in connection with the charging of the equipment. With the diaphragm chamber 52 vented, the spring 32 will move the piston and diaphragm assembly to the position shown in Fig. 1 of the drawings, in which position the steam pressure in the brake cylinders II will be released to the atmosphere, by way of pip 11, cavity IS in the rotary valve II of the independent brake valve device 8, pipe and passage 21, chambers 26 and 25 in the relay valve device 9, port I0, cavity II and pipe and passage I3. I

Independent release of locomotive brakes after' an automatic service application of the train brakes this valve unseated fluid under pressure in pipe- I4, connected volume reservoir I and connected diaphragm chamber 52 are vented to the atmosphere. As the pressure of fluid in chamber 52 reduces due to such venting, the combined pressures of the spring 32 and of the steam in chamber 25, acting on the left hand end of the piston'member 24, moves the piston and diaphragm assembly to the position in which they are shown in Fig. 1 of thedrawings. When this the handle I8 of the independent brake valve of the drawings.

device 8 is moved to application position. In this position, steam under pressure is supplied to the brake cylinders II, as above described, to increase the pressure therein, the increase in pressure resulting in increased braking force on the locomotive. Since there is no change in the pressure of fluid acting in the brake pipe, ther will be no increase in braking force on the cars throughout the train.

If it is desired to retain the locomotive brakes applied while releasing the train brakes, the handle I8 of the-independent brake valve device 8 is moved to lap position, before moving the handle I2 of the automatic brake valve device 3 to either release or running position. With the independent brake valve device in lap position, therotary valve I'I therein blanks or cuts ofi all communication through the brake valve, as will be obvious from aninspection of Fig. 2 Under these conditions, when the piston and diaphragm assembly of the relay valve device 9 moves to release position, as shown in Fig. 1 of the drawings, due to an increase in brake pipe pressure. efiected by operation of the handle I2 of the automatic brake valve device 3 to either release or running position, as before described, the locomotive brakes will remain applied, since rotary valve I I in the independent brake valve device 8 cuts off communication beoccurs steam pressure in the brake cylinders II will be released to atmosphere by way-of pipe 17, through the independent brake valve device 8 and therelay valve device 9, as before described.

During this independentrelease of the locomotive brakes there is .no change in the brake pipe pressure and consequently the fluid pres sure brake equipments on the cars of the train will remain applied.

If it is desiredto effect an independent application of the brakes on the locomotive or to reapply the locomotive brakes after effecting an independent release thereof, the handle l8 of the independent brake Jvalve device 8 is moved to application position; rotary valve II establishes communication between pipes I5 andll andblanks pipe 21. With the communication between pipes I5 and II established, steam pressure. flows from the steam supply pipe I5 to the brake cylinder II, by way of pipe I5, through the independent brake valve 8 to pipe II to efiect the application of the 10- comotive brakes. If the locomotive and train brakes are applied lightly by an automatic brake application as :hereinbeforedescribed and it is.

.In this position the tween pipe II and pipe 21, thereby trapping the pressure in the brake cylinders I I.

Embodiment shown in Fig. 3

The embodiment of the invention illustrated in Fig. 3 of the drawings is similar in many respects to the embodiment shown in Fig. 1. However, it differs therefrom in that it is adapted to control the pneumatic brakes on the tender of the locomotive and in that a different type of steam relay valve device is used for controlling the locomotive steam brakes.

As shown in Fig. 3 of the drawings, the brake equipment comprises the following valve devices and other parts which are the same as shown in Fig. 1 and which are correspondingly numbered; a main reservoir I, an engineers brake valve device 3, a brake pipe'4, a brake controlling valve device 5, an auxiliary reservoir 5, a volume reservoir "I, an independent brake valve device 8, an independent release valve device l0, and one locomotive steam brake cylinder I I. In addition,

this equipment comprises a pneumatic relay valve device for controlling the pneumatic brakes on the locomotive tender and for also controlling the operation of a steam relay valve device 8|, a double check valve device 82 and a pneumatic tender brake cylinder 83 of the usual well known yp The pneumatic relay valve device 80 is of the type shown, described and claimed in Patent No. 2,096,491 of E. E. Hewitt, issued October 19, 1937, and assigned to the assignee of the present application. Briefly described it comprises an operating piston 84 having a piston stem 85 provided with a rockable arm 86 which is adapted to control the operation of an exhaust valve 81 and a supply valve 88. One face of the operating piston 84 is subject to the pressure of fluid in a chamber 89 which may be supplied to the chamber through a pipe 90, and is' subject on the other side to the pressure of fluid in a chamber SI which is in constant open communication with .---tween-.the supply chamber-.93 andutheichamber I ,9! isacutofii.

- gabrakezcylinder control; pipe :92. ,:Thedevice is vv:further'provided'with a supply. chamber 93. which is inconstant open-communication withtthe main reservoir I by way of a mainreservoirpipe 94.

The steam relay valve .device 8.] is similar in construction to the pneumatic relay valve. device -80 above described and may bebriefly described as comprising an. operating piston-:95 having a piston stem ,lfi provided with arockable lever 9! which isadapted to control the operation of an! l exhaust valve 98 and asupply valve, 99 The operatingpiston 95 isresponsive to. the pressure offiuid in a chamber I00 which .may be. supplied to the chamber through the brake cylindercontrol pipe 92 The supply valve 99: and theexe: I

haust valve 98 control the supply to andrelease of steam under pressure to and from a chamber llll which is in open communication with one 'side of the double*checkj'valve device 82, by way of a .pipe "I02. Theidevice. is furtherprovidegl with a steam'supply chamber'll3 which is in constant open communication with. the steam supply pipe39.

The double'check'valve device. 82 is of conventional construction comprising a casing con;t

nected atone end tothe pipe lUZ-as above de' scribed. At the other end of the check. valverdevice the casing is connected to a pipe 1.03 leading from the independent brake'valve device .8; At

an intermediate point .the casing is c'onnecteQ to a pipe HM leading from the'locomotive steam brake cylinder ll.

OPERATION or THE'EMBODIMENT SHOWN In FIG. 3

Charging of the equipment Assuming that the mainreservoir -l is-charged with fluid under pressure; the equipment illustrated in Fig. .3 of the drawings will be charged by operation of the engineer's brake valve device 3 and thebrake controlling'valve device 5 in ex'-; actly the same manner asthe equipment shown in Fig. 1, since the brake valve device 3 and the ibrake controllingvalve device 5 areexactly the I same as in that embodiment; it beingunderstood that at this timethe handle 18 of" the independg,

ent brake valve device 8 will'be in release position as isthe case ir'ithe embodiment shown in Fig. 1.

For simplicity, therefore,.only so much of the the volume reservoir! is connected to the'atmosphere byway .of pipe through the brake controlling valve device-5 andpipe 66, as -before described, the connected pipe -and consequently vice 89 will: be in'its release position, as shown in Fig. 3fof the'drawings;-"-With the piston 84 'in'this position; the pressure of a spring-Hi5; which spring is contained in an. exhaustchamber I06, acts to maintain the exhaust valve 81 unseated andthe pressure of a spring I01, contained in the supply chamber 93, acts to 'mainexhaust chamber 1 lit-and exhaust port 109. With the supply valve; 8-8: sea-ted;.communicaticn be Since. the chamber 9 of the relayyalve device 80 is at atmospheric pressure. the brake g'cylinder control pipe 92 and .consequently' .,the piston v chamberloll of-the. steamirelaygvalvje pence, 8| will be at atmospheric. pressure.v Thepipe H6 .wleading. from the tender .brake .cylinder83 being .connected tothe pipe 92 is also at atmospheric pressure sothat the'tenderbrakes are released. t since thepiston chamber lllllof the-steam .rep .lay valve device '8 l-. is. atatmospheric pressure, I the .piston.95 .Will be in :releasepo'sition, as shown j in Fig. 3 of the draWingS With .thepiston m this position, 'thefpressure of. a; spring ,I l 0, Icon,- tained in a steam exhaust chamber .-l,l l,.-.acts to wmaintaini the exhaust valve 98 uhseated andthe ....pressure of ;a spring H 2 contained in the steam" .supply cham'ber..l l3,.acts tomaintain thesupply .rvalve. 99.seated.- .With thevalves 98 and '99 thus positioned, thechamberlill is op'enlto the atmosphere'past .unseated valve =98 .through..exhaust chamber 1 l l-.and.exhaust.port..l I4, and: the valve 99.,cuts-pfi communication betweenllchaxhbers lfllandll3. Y Since the chamber. HH of the steam .relayvalve device 8| is! at atmospheric. pressureothescom .nected pipe r102" leading tojuone ,side of the double check Valve, device 82 is at atmospheric pressure... With the independent.brake' valve in, .releaseposition as shown, thepipeu fl3; at.,.the other side of I the check valve. 82 "isalso connected .tothetatmosphereby waybf. cavity 'lii -inithe v rotar-y, valve I! of. the independentbrake.yalve device .8 and a passage and pipe I I5. Therefore,

since. the pipes I02 .andlll}. at, either-. side of-the check-valve'82wa1ie connected tothe. atmosphere, I .the pipe. I 04 leading; from the steambrake cylinder H is connectedtothe atmosphere through ,one or the otherof thepipes, I02 0110a. asthe case may he,,and the .locomotivelsteam brakes are maintained released. x r AUToMA'rIc TAPPLICA'I'ION 7 or THE: BnAKEs or .1 THE EMBODIMENT SHOWN IN FIG. 3

When itdsdesired to effect an automatic application of the-brakes, brake -;pipe pressure is reduced in the usual manner causing the operatging. mechanism o ft- ,.the-,-brake controlling-valve device- 5 to move to application position, in' whi'ch position fluidunder pressure is supplied from the auxiliary reservoir '6, to ...the volume reservoir l in exactlythesamemanner as hereinbefore described. Underwtheseconditions fluid, under .pressure also flows. to .the. piston --.chamber.. 89 of the pneumatiorelay.yalve-device 80; byway of pipelilll causingfthe operating, piston 84 tomove upwardly-from the position inwhich it is shown in .thedrawings to itsapplication position...In so the piston chamber 89 ofthe pneumatic relay; 'dqmg'theexhaustivawe 1s seated-cutt1ng valve device Bll'will. alsobe at atmospheric pressure so that the piston 84 of the relay valve de with: the supply-valve gahunseated fluid n e communication between chamber'9l andltheatmosphere, ,andthe I supply. valve 88, is unseated.

pressure flows. past unseated valve 88 .fromsupply chamber. 93,. through chamber 9l, to the. piston I .echamber. 40.0 of the steam -relay valve-device 8|, by way of-control'pipe 92 causing the piston 95 of the steam:relav-valve device-fll tom'ove to application "positions At the" same time :flm'd I 1 under pressure iflowsmfromthe brake cylinder control pip'e 92to the tender: brake cylinder 83, byway of pipel l 6, to'efiect an application of the pneumatic tender brakes.

1The piston 95 insitsmovement to application position causes the exhaust valve 88 to be-'seated' and the supply valve .88'ito be unse -f the exhaust valve 98 seated communication be- ;t weenchainber I I andthe atmosphere is cutto effect an application oif the steam ofi With .thejsupplyvalve 88 unseatedv steam funseated'valve and throughl'chamber I0l topi'pe 15102;. "The steamunder pressure supplied to pipe IOImoves the valve contained in the. check valve J g def. pressureflows fromichamber II3 past thef device82, so as to establish communication be-n tween the pipes I02 and I08 through which the {steam then flows to the steam brake cylinder II brakes on the' 'driver' wheels .of the locomotive. With the valve of thecheck valve 82 in this position coni- .j'm'unication between pipe I02 and the. pipe j'..I03"isc1it-ofi. f I p o r I der pressure: in the tender brake i'lli r 8,1 "and conse u t i h Pi i'jj chamberj 8 If of the'pneumatic relay valve device 7 so, acting on theupperr e r the piston 84 has been 'increased to a degree slightly exceeding the gpress'ure of fluid in the chamber 88, the piston j 181 and associated supply and exhaust valves in the-pneumatic"relay*valve device will. be moved .toftheir seated or lappositions. @jjUnder;theselconditions the further supply of Qfluid'u nde'r pre sur t the chamber I00 and to Qthetendenbfake cylinder'8 3 will ,be cut oil, and

appliedlwith abrake cylinder pressure correspending to .thepressure called for bythe oper- Ration of t e; brake valve-device 3., At the same ch me-cars-throughout a'train. r

"ian automatic Japplication, with'the equipment 'RisLiaA siiAs'rEs aivjAo'rgrci'rro APPLICATION or rma B'a'arms Orrin; Emzonr 'zaiv r' Snows rN Etc. 3

jj When it is. desired togrelease the brakes on the locomotive and on the cars of a train after shown in Fig, 3; the brake valve device 3 will be manipulatedto efl'ect 'an increase in brake pipe pressure'andthereby causethe operating mechanism of theibrakecontrolling valve device 5 to "ing'mechanisrnofthe -control valve device 5 has move 130 release) position in. exactly the same manner as. described .in'. connection with the equipment shown in Fig. 1' When the. operat- -moved to, releaseposition the volume reservoir xlfiand the connected chamber 89 of "the relay valvedevice 80 are vented-to theatmosphere as hereinbe'fore describedf in connection with the charging: of the equipment. With the chamber BS-vented; the piston 84 and associated exhaust the'same time fluidfu'nder pressure in chamber I00 of the steam relay valve device 8| is released by wayof'pip'e Bland-the connected circuit just traced through'the pneumatic relay valve device 80. ,Upon the-release of 'fluid under pressure from the chamber I00 of the steam relay valve device, the piston 95fand associated exhaust and supply valve mechanism are moved to release position, in whichthe supply'valve 89 is seated and-the exhaustvalve 88 is unseated as hereinbefore described." Under these conditions steam under pressure in" the steam brake cylinder II will be released to the atmosphere by way of pipe I04, through check valve device 82, pipe I02; chamber IOI, past unseated exhaust valve 98 through exhaust'chamber I H and exhaust port m. i i

' msmpmfnmn s or Locomorm Bums mas the tender brakes of. the locomotive are held AN A'U'roira'no SERVICE Armoa'rron or was Tum Basxas 0F rnaEnBonmEN'r Snowu m FIG. 8

Releaseiof the brakes on the locomotive independently of those on the train with the equipment shownz'ir this embodiment is initiated, by the use of the independent release valve I0 in exactly the same manner as described in connection with independent release of the locomotive'bra'kesin the equipment shown in Fig. 1. When 'the release is initiated fluid under pressure in chamber 88 of the relay valve device 80 is vented by way of pipe 80, connected pipe 94, through the independent release valve I0 to the atmosphere Whenthis. occurs the piston 84 and the associated jvalve mechanism of the relay valve'device '80 move to release position, thereby venting fluid under pressure from the tender brake; cylinder83 to the atmosphere to eii'ect a release of ;the tender brakes, by way of pipe IIG, connected pipe 82 and through the relay valve device 80 as hereinbefore described. At the same time fluid under pressure is vented from chamber I00 of the steam relay valve device 8I by way of pipe 92 and through the relay valve device 80 causing movement of the piston 85 and associated valve mechanism of the steam relay valvedevice 8| to release position. With the valve mechanism of ithesteam relay valve device 8| in release position} steam is vented from the brake cylinder 1 I 'by way of pipe I04,

throughcheckr-valve device 82, pipe I02 and through the steam relay 8I to the atmosphere.

During thisindependent release of the locomotive brakes there is no change in the brake pipe-pressure and consequently the fluid pressure brake equipments on the cars of the train will remain in application position.

In order to effect an independent application of-the driver. brakes. on the locomotive or to reapply the locomotive: brakes after reflecting an independent release thereof, with the equip- I ment shown in Fig; '3 of :the drawings, the handie J8 of the independent brake valve 8 is moved l to application position;which is exactly the same procedure. followed in connection in the equipment shown in Fig. l of the drawings. However. in this equipment with the rotary valve I! of Q the independentbrake. valve device 8 in appliand supply valvefmechanism of the relay valve 1 ydevice willmove to release position as shown in .Figpfi ofpthe drawings. With this relay valve j.. device'in release positionfluid under pressure-in 'the tender; brake cylinder 83 will be released to the atmosphere by.way of. pipe IIB, pipe 1 82,

V .fchamber 8| past unseate'dexhaust valve 81, ex-

. haustchamber" I06 :and'exhaust port I09. I At cation position, the cavity 16 in the rotary valve establishes communication between steam supply pipe 15 and the pipe I03, asrmay be seen by an inspection of Fig. i or the drawings. With this communication established steam is supplied to the steam brake cylinder II by way of supply {pipe 15; cavity I6 in the rotary valve I I of the independent brake valve device 8, pipe I03 to the lyiaa'zaasa 1: leftahand end of. the. check .valve'device' 8.2 causing the usual valve: therein .to.-'be shiftedatoward 1 1 the right hand, thereby openingcommunication between pipes I 83 and IDA through whichthe steam supplied to pipeillls' flows to pipe'iill l, to

efiect the application of the locomotive driver brakes.

If it is desired to release an independent application of the locomotive steam'driver brakes the handle l8 of'the independent brakev valve device 8 is moved to release position. In this position the cavity 16 in the rotaryvalve l1 es- .tablishes communication between pipe"l03 and the exhaust passage and pipe H5, as shown in Figs. 3 and 4 of the drawings. .At the: same time the rotary valve l1 blanks supply pipe 15 as will be obvious from inspection of Fig. 4 of the drawings. With the independent brake valve device in release positionsteam is vented from the steam .brake cylinder H by way of pipe lM,

through check valve device 82, pipe-403, cavity 76 in the rotary valve Iliand passageand 'pipe H5 to the atmosphere, thereby effecting a release of the locomotive driver: brakes.

If the locomotive driver and tender brakes as well-as the train brakes are appliedilightly by an automatic brake application anditis desired to increase the braking force on the'locomotive ;.-pipe .92';1'by.'=way rof mainzreservoir 1311161122 and through the usual ports ;and:. passages ."in the' distributing valve device I20. Fluid supplied to the..brake.,cylinder control .pipe 92. flows to the chamber )0 ofthe steam relay valve :device 8|, causing the piston 95 and the associated 'valve mechanism to function, as hereinbefore described in connection with Fig. 3 of the drawings, to supply steam underpressure from: the steam supply chamber H3 of the relay valve device 8! to the brake, cylinder H. In this embodiment of the invention the communication from chamber Hll of'the relay valve device to the brake cylinder H lSBSEEbliShBd'bYy-WEY of a pipe I23 thereby effecting an-application of-the steam brakes on the driver wheels of the: locomotive.

At the same time,;fiuid under-pressure supplied to pipe 92 flows to the'connected pipe I I6 .and

consequently to thexbrake cylinden 83, thus efiecting'anwapplication of the pneumatic brakes on the .tender.

IWhen' itis-desired to release the brakes on the nlocomotive andvthe brakes on the cars throughout a train; the pressure of fluid in thebrake pipe 4 is increased, which causes the distrib- .r-uting valve devicelZO to. moveto release posi- 'tion,'in theyusual manner. valve device 429 in release position, fluid under pressure in'the -brake .cylinder controlwpipe 92 driver brakes without effecting the tender brakes on the locomotive or the train brakes, the handle 18 of the independent brake valve device 8 In this posiis moved to application position. tion steam under pressure is supplied to' the brake cylinder H, as above described, to increase the pressure therein, the increase in pressure resulting in increased braking force 'onthe driver wheels of the locomotive.' Since there is pipe 4 andconsequently in' the'chamher 89 of the pneumatic relay valve device BIL-there will be no increase in the braking force on the tender With the distributing is vented to the atmosphere; When this occurs --';thev chamber-100 of the steam relay valve device 81 will beventedandas a result the piston Siand-associatedvalve-mechanism; will move to theirreleaseposition in-which they are shown in Fig-5 of-x the drawings.

tionsteam is released from the driver '-;brake When in this: posiicylinder H'- to.: the: atmosphere-- by: way ofv-pipe no change inxthe' pressure of fluid in the brake *l 23 'andithroughathe relay valve device 81 in the sameway as beforesdescribediii-connection with Fig; 3 of thedrawingsi- Sinceizthe tender brake cylinder 83. is connected .to the-pipe 92, by way wheels of the locomotive or on the cars through- I out the train.

EMBODIMENT SHOWN In FIG. 5

The equipment shown in Fig. 5 difiersrfrom that shown inFig. 3 in that the usual wellknown locomotive distributing valve device l20 is employed instead of the pneumatic relay valve device 80 for-controlling the operation'of'the steam: relay valve device 81v and tender brake cylinder 83.

As shown, the steam relay valve device M is identical with that shown in Fig. 3: and all of the parts thereof are designated by correspond ing reference characters.

Since the operation of the distributing valve device and its control to supply and release fluid under pressure to effect the operation of the 10- comotive brakes is so well known the" following description will be limited to thatupart of'the equipment which. directly involves the inven- .tion.

ner to supply fluid .under pressure from the main reservoir l to the brake cylinder control of-pipe-l l6; Y. the fluidiunder pressure" acting therein is also :vented to I the atmosphere.

If 'it is desired to release the brakesonthe locomotive independently. of those on -thetrain, the usual control element ,-(not shown) "for this -purposeis=manipulated to effect'operation of the distributing valve device -"I20 to' cause a release of fiuid-underapressure from the :brakehcylinder controlfpipeSZ in' the usual. manner. When this 7 occurs: both the pneumatic:tender'tbrakesand the steam driving wheel-brakes on'the locomotive I will be: released, as'abovedescribed and the train brakes in this *c'ase-remainapplied. If: itisdesired to effectan independent application ofthe brakes on therlocomotive or to reapply the locomotive brakes after effecting an independent release thereof, the distributing valve device is operated in the usualxmlanner to supply fluid under: pressure to the brake cylinder control pipe 92,:which as-before described causes an. application of-both'the pneumatic tender brakes andthasteam brakes.

' i If. it isdesired toincrease thelocomotive brakes without increasing) thetrainwbrakes or if it is desired to retain thelocomotive brakes while releasing the train brakes it may be accomplished in the usualmanner.

'While "three embodiments of the improved "brake controlmeans' have been illustrated and described in detail, it should be understood that the invention is not limited to thesedetails of construction, and that numerous changes and modifications may-bemade without departing i from the scope of the-followingclaim's.

Having now described my invention, what I claim as new and 'desire to secure by Letters cylinder to efiect an application of the brakes, and means responsive to a reduction in brake pipe pressure for supplying air under pressure to effect the operation of said air responsive means to its steam supplying position.

@ in brake pipe pressure for controlling the presto supply steam from said source to the brake I 2. In a vehicle brake system, in combination, a

brake pipe normally charged with air under pres sure, a brake cylinder, a steampressure supply source, a steam valve operative to supply steam from said source to'the brake'cylinder to effect an application of the brakes, air pressure responsive means for controlling said steam valve,

and means responsive to a reduction in brake pipe pressure for supplying air under pressure to effect the operation of said air responsive means to operate said steam valve to its steam supply position.

3. In a vehicle brake system, in combination, a brake pipe normally charged with air under pressure, a brake cylinder, a steam pressure supply source, a supply valve normally maintained closed and adapted when open'to supply steam from said source to the brake cylinder to efiect an application of the brakes, means defining a chamber, a said chamber being normally vented to the atmosphere,'a movable abutment responsive to an increase in air pressure in said chamber'for opening said valve, and means responsive toa reduction in brake pipe pressure for supplying fluid under pressure to said chamber to effect an increase in air pressure in said chamber.

4. In a vehicle brake system, in combination, a brake pipe normally chargedwith air under pressure, a brake cylinder, a steampressure supply source, a supply valve normally maintained closed and adapted when open" to supply steam from said source to the brake cylinder to efiect an application of the brakes, a first chamber normally connected to the atmosphere and a second chamber normally connected to the atmosphere, a movable abutment responsive to an increase in air pressure in said first chamber for opening said valve, and operative upon an increasein steam pressure in said second chamber in predetermined relation to the air pressure in the first chamber for closing said valve, and means responsive to variations in brake pipe pressure for determining the pressure of air in said first chamber. I

5. In a vehicle brake system, in combination, a brake pipe normally charged with air under pressure; abrake cylinder; a steam pressure supply source; a valve device having a chamber, a valve mechanism, and a movable abutment for controlling said valve mechanism, said abutment and mechanism having an application position for supplying steam from said source to the brake cylinder to efiectan application of the brakes and being movable to said position when air under pressure is supplied to said chamber and having a releasev position for releasing steam from the brake cylinder to the atmosphere to effect a release of the brakes. and being movable to said release position when air under pressure is released from said chamber; and means including a valve mechanism responsive to variations sure'of airin said chamber;

6. In a vehicle brake system, in combination, a brakepipe normally charged with air under pressure, a brake cylinder, a steam pressure supply source, air pressure responsive means operative to supply steam from said source to the brake cylinder to efiect an application of the brakes and means responsive to a reduction in brake pipe pressure for supplying air under pressure to effect the operation of said air responsive means to its steam supplying position, and other means comprising a valve having one position for establishing a by-pass communication around said air responsive means to supply steam from said source to the brake cylinder independently of the air responsive means to efiectan application of the brakes.

7. In a vehicle brake system, in combination, a brake pipe normally charged with air under pressure, a'brake cylinder, a steam pressure sup ply source, air pressure responsive means operative tosupply steam from. said source to the brake cylinder to effect an application of'the brakes, and means responsive to a reduction in brake pipe pressure for supplying air under pressure to effect the operation of said air responsive means to its steam supplying position, and an independent brake valve device having a release position for establishing a communication between the brake cylinder and the atmosphere to effect a release of the brakes and an application position for establishing a by-pass communication around said air responsive means for supplying steam from said source to the brake cylinder to efiect an application of the brakes.

8. In a vehicle brake system,in combination, a brake pipe normally charged with air under pressure, a brake cylinder, a steam pressure supply source, a steam valve operative to supply steam from said source to the brake cylinder to effect an applicationof the brakes, air pressure responsive means for controlling said steam valve, and means responsive to a reduction in brake pipe pressure for supplying air under pressure to effect the operation of said air responsive means to operate said steam valve to its steam supply position, and independent valve means having a normal position in which the brake cylinder is connected to the atmosphere to effect a release of the brakes and having another position in which the brake cylinder is disconnected from the atmosphere and in which the steam pressure supply source is connected to the brake cylinder to permit steam to flow to the brake cylinder independently of said steam valve to effect an application of the brakes.

9. In a vehicle brake system, in combination, a brake pipe normally charged with air under pressure, a brake cylinder, a steam pressure supply source, air pressure responsive means operative to supply steam from said source to the brake cylinder to effect an application of the brakes, and means responsive to a reduction in brake pipe pressure for supplying air under pressure to effect the operation of said air responsive means to its steam supplying position, an automatic brake valve device for efiecting reductions in brake pipe pressure, and an independent brake valve device having a position in which steam may be supplied to the brake cylinder independently of the air pressure responsive means Imefiecting an application of the brakes.

10. In a vehicle brake system, in combination,

a brake cylinder supply pipe to which steam is supplied to efiect an application of the brakes and from which steam is released to effect a release of the brakes, an air pressure responsive means operative for supplying steam to and for h controlling the release of steam from said brake cylinder supply pipe, a. first brake valve device for supplying steam to and for controlling the release of steam from said brake cylinder control pipe independently of said air pressure responsive means, and means including a second brake valve device for effecting operation of the air pressure responsive means.

11. In a vehicle brake system, in combination, a brake pipe normally charged with air under pressure; a brake cylinder; a steam pressure supply source; a valve device having a chamber, a

valve mechanism, and a movable abutment for controlling said valve mechanism, said abutment and mechanism having an application position in which steam is supplied from said source to the brake cylinder to effect an application of the brakes and movable to said position when air under pressure is supplied to said chamber, and having a release position in which steam is released from the brake cylinder to the atmosphere to effect a release of the brakes and movable to said release position when air under pressure is released from said chamber; means including a brake controlling valve device responsive to variations in brake pipe pressure for controlling the pressure of air in said chamber; an automatic brake valve device having an application position for effecting operation of said lease position for eifecting operation of said means to release air from said chamber, and a manually operated valve device for releasing air from said chamber independently of the operation of said automatic brake valve device to its release position.

12. In a vehicle brake system, in combination, a brake pipe normally charged With air under pressure, a brake cylinder, a steam pressure supply source, air pressure responsive means oper ative to supply steam from said source to the brake cylinder to effect an application of the brakes, means responsive to a reduction in brake pipe pressure for supplying air under pressure to effect the operation of said air responsive means to its steam supplying position, and an independent brake valve device having one position for establishing a steam supply communication from said source to the brake cylinder when said air responsive means is in its steam supplying position and having another position for closing said communication and establishing another communication for by-passing steam around said air responsive means to the brake cylinder to eifect an application of the brakes.

13. In a vehicle brake system, in combination, a brake pipe normally charged with air under pressure, a brake cylinder, a steam pressure supply source, air pressure responsive means operative to supply steam from said source to the brake cylinder to effect an application of the brakes, and means responsive to a reduction in brake pipe pressure for supplying air under pressure to effect the operation of said air responsive means to its steam supplying position, an automatic brake valve device for eifecting reduction in brake pipe pressure, and an independent brake valve device having one position in which a steam supply communication from said air responsive means to said brake cylinder is established and a diiferent position in which steam means to supply air to said chamber and a remay be supplied to the brake cylinder independently of the air pressure responsive means, for effecting an application of the brakes.

14. In a vehicle brake system, in combination, a brake pipe normally charged with air under pressure, a brake cylinder, a steam pressure supply source, air-pressure responsive means operative to supply steam from said source to the brake cylinder to effect an applicationof the brakes, and means responsive to a reduction in brake pipe pressure for supp-lying air under pressure to effect the operation of said air responsive means to its steam supplying position, a communication through which steam may flow from said air pressure responsive means to the brake cylinder, a brake valve device interposed in the steam communication from said air responsive means to the brake cylinder and being operative to one position to open said communication and being operative to another position to close said communication and to establish a direct communication through which steam issupplied directly to the brake cylinder independently of the air responsive means.

15. In a vehicle brake system, in combination, a brake cylinder, a brake cylinder supply pipe through which steam is supplied to the brake cylinder to effect an application of the brakes and from which steam is released to effect a release of the brakes, an air pressure responsive means operative for supplying steam to and for controlling the release of steam from the brake cylinder supply pipe, a brake valve device for also supplying steam to and for controlling the release of steam from the brake cylinder supply pipe, and a valve device responsive to the pressure of steam supplied by the air pressure responsive means for closing communication between the brake cylinder and the brake valve device and responsive to the pressure ofsteam.

supplied by the brake valve device for closing communication between the brake cylinder and the air pressure responsive means.

16. In a vehicle brake system, in combination, a brake pipe normally charged with air under pressure, a brake cylinder, a steam pressure supply source, air pressure responsive means operative to supply steam from said source to the brake cylinder to efiect an application of the brakes,means responsive to a reduction in brake pipe pressure for supplying air under pressure to effect the operation of said air responsive means to its steam supplying position, an independent brake valve device having a release position for establishing a communication between the brake cylinder and the atmosphere to effect a release of the brakes, and an application position for establishing a by-pass communication around said air responsive means for supplying steam from said source to the brake cylinder means operative to supply steam from said source to the brake cylinder to eifect an application of the brakes, valve means for controlling the operation of the air pressure responsive means.

said valve means comprising achamber and be ing operative upon an increase in air pressure in said chamberto effect the Operation of said airresponsive means toits steam supplying position, a normallycharged'reservoir, an equalizing valve means subject to the opposing pressurestof air in said brake pipe and in said reservoir and operative upon a reduction in brake pipe pressure to supply air under pressure from said reservoir to said chamber.

18. In a vehicle brake system comprising, in

combination, steam brakes and air brakes, a steam brake cylinder'and an air brake cylinder, a source of steam pressure, a source of air pressure, a first air pressure responsive means operative to supply steam from said source of steam pressure to the steam brake cylinder to effect an application of thev steam brakes, a second air pressure responsive means operative-to supply air from said source of air pressure to the air brake cylinder to effect an application of the air brakes and to also supply air under pressure to effect the operation of said first air pressure responsive means to its steam supplying position, and means responsive to a reduction in brake pipe pressure for supplying air under pressure for eficecting operation of the second air responsive means to its air supplying position. v

19. In a vehicle brake system comprising, in combination, steam brakes and air brakes, a steam brake cylinder and an air brake cylinder,

a source of steam pressure, a source of air pressure, a first air pressure responsive means opere ativeto supply steam from said source of steam pressure to the steam brake cylinder to effect an application of the steam brakes, a second air pressure responsive means operative to supply air from said source of air pressure to the air brake cylinder to efiect an application of the air brakes and to also supply air under pressure to effect the operation of said first air pressure responsive means to its steam supplying position, and means responsive to a reduction in brake pipe pressure for supplying air under pressure for effecting operation of the second air responsive means to its air supplying position, an automatic brake valve device for efiecting a reduction in brake pipe pressure, and an independent brake valve device having an application position for establishing a by-pass communication aroundthe' first air pressure responsive means for supplying steam from said source of steam pressure to the steam brake cylinder to efiect an application of the steam brakes independently ofthe air brakes.

20. In a vehicle brake system comprising, in combination, steam brakes and air brakes, a steambrake cylinder and an air brake cylinder, a source of steam pressure, a source of air pressure, a first air pressure responsive means operative to supply steam from said source of steam pressure to the steam brake cylinder to effect an application of the steam brakes, a second air pressure responsive means operative to supply air from said source of air pressure to the air brake cylinder to efiect an application of the air rakes and to also supply air under pressure to effect the operation of said first air pressure'rebrake valve device having an application'position for establishing a by-pass communication around the first air pressure responsive means for supplying steam from said source of steam pressure to the steam brake cylinder to eflect an application of the steam brakes independently of the air brakes, and having a release position in which steam in the steambrake cylinder may be released through said by-pass communication to the atmosphere.

21. In a vehicle brake system, comprising steam brakes and air brakes, in combination, a steam brake cylinder and an air brake cylinder, a source of steam pressure, a source of air pressure, air pressure responsive means operative to supply steam from said source of steam pressure to the steam brake cylinder to effect an application of the steam brakes, means responsive to a reductionin brake pipe pressure for supplying air under pressure to the air brake cylinder to effect an application of the air brakes and to also supply air under pressure to the pressure responsive means for effecting operation of said air pressure responsive means to its steam supplying position.

22. In a combined air brake and steam brake system, in combination, a train brake pipe normally charged with air under pressure, a steam brake cylinder, anair brake cylinder, a source Of steam DIBSSUJG, a source Of air pressure,

means for supplying steam from said source of steam pressure to said brake cylinder, and a valve device responsive to a reduction in brake pipe pressure adapted to supply fiuid under pressure to said means for controlling the operation of the means to supply steam from said source of steam pressure to the steam brake cylinder and for controlling the supply of air under pressure from said source of air pressure to therair brake cylinder, to effect an application of both the steam and the air brakes.

23. In a vehicle brake system, in combination,

a brake pipe normally charged with air under pressure, an air brake cylinder, a source of air under pressure, a steam brake cylinder, a source of steam pressure, air pressure responsive means operative'to supply steam from said source of steam pressure to thebrake cylinder to effect an application of the steam brakes, and a distributing valve device responsive to a reduction in brake pipe pressure for supplying air, under pres sure from said source of air under pressure to efiect operation of said air responsive means to its steam supplying position and for alsosupplying air under pressure from said source of air under pressure to the air brake cylinder to effect an application of the air brakes. M

24. In a locomotive air brake system comprising a train brake pipe normally charged with air under pressure, an air brake cylinder, a main reservoir, a distributing valve device operative upon a reduction in brake pipe pressure for supplying air under pressure from the main reservoir to said brake cylinder to efiect an application or the brakes, in combination, a steam brake cylinder, a source of steam pressure, a steam supply valveoperative to supply steam from said source of steam pressure to the brake cylinder to effect an application of the steam brakes, air pressure responsive means having a movable abutment subject to the pressure of air in the air brake cylinder and operative upon effecting an applica tion of the air brakes to operate said steam supply valve to its steam supply position.

CLYDE 

